European ATM Master Plan Level 3. Implementation View

European ATM Master Plan Level 3 Implementation View Plan 2016

Executive summary Setting the scene This Implementation Plan constitutes the Implementation view or Level 3 of the European ATM Master Plan which is updated every year. This 2016 edition follows the major update of the Master Plan in 2015, where all three levels (Executive view, Planning and architecture view, Implementation view) were aligned and approved by the SESAR JU Administrative Board. This Master Plan Level 3 2016 Implementation Plan is driven by two main objectives: to update and secure the planning of the deployment of the SESAR baseline and the prerequisites of the Pilot Common Project (PCP), and to ensure a complete coverage of the ATM functionalities covered by the PCP 1. The plan is enriched with the outcome of the monitoring and reporting activities linked to the execution of the Master Plan in 2015, as detailed in the Master Plan Level 3 2015 Implementation Report. It shows that the deployment of SESAR prerequisites is progressing well, with a targeted completion by 2018/2019, and also confirms confidence in the timely delivery of the PCP in the timeframe 2019-2024. In order to ensure coherence in the management of the deployment of the components of the PCP, the document has been developed in cooperation with the SESAR Deployment Manager (SDM). Thus, this 2016 edition integrates eleven new Implementation Objectives to ensure the adequate coverage of the PCP requirements in relation with SDM s Deployment Programme families. Furthermore, one additional Implementation Objective, the enhanced ATFM slot-swapping (SESAR Solution #56 Release 4) has been introduced as a result the outcome of the validation work on SESAR Solutions. This Solution shows a globally positive business case and is supported by the operational stakeholders concerned (Network Manager and civil airspace users). Structure of the plan This Master Plan Level 3 2016 Implementation Plan proposes an enhanced structure based on three views for improved readability by decision makers. A Strategic view presents the main operational changes according to the four SESAR Key Features as defined in the Master Plan Level 1 and gives an overview of what is in the pipeline for deployment. The Deployment view gives a more detailed description of each Implementation Objective, and refers to the What When, Who, Where. It includes the link with Level 2 of the Master Plan, with the SDM Deployment Programme 2016 and with the ICAO Aviation Systems Block Upgrades (ASBUs) as well as the benefits expected and the status of implementation at European level. A third view, the Engineering view, which is available on-line 2 only, provides a complete description of each Implementation Objective with details of the stakeholder lines of action (SLoAs) and reference to the necessary supporting material. 1 Extended arrival management and performance-based navigation in the high density terminal manoeuvring areas; airport integration and throughput; flexible airspace management and free route; network collaborative management; initial system wide information management; initial trajectory information sharing. 2 On the European ATM Portal (https://www.eatmportal.eu/working/signin). i

Main elements of 2016 Implementation Plan The main elements of this year s Implementation Plan are: Key Feature Optimised ATM network services : Three new Implementation Objectives have been integrated, supporting Airspace Management (ASM) and Flexible Use of Airspace (FUA) deployment as required in the PCP. A few other new implementation objectives (STAM Phase2, Interactive Rolling NOP, Target Times for ATFCM purposes, Extended Flight Plan, ATFM Slot Swapping) aim at optimising the collaborative network operations, especially the flow and capacity management. Key Feature Advanced Air traffic Services : The main Operational Improvements planned aim at covering all phases of flight from airborne to final approach. This includes the implementation of Free Route and its supporting ATC tools, Continuous Descent Operations (CDO), Arrival Manager (AMAN) and extended AMAN, as well as ground based safety nets which includes Airborne Proximity Warning - APW, Short-Term Conflict Alert - SCTA and Minimum Safe Altitude Warning - MSAW. The PBN deployment still relies on RNAV1 deployment and do not include Advanced RNP as the EASA PBN Implementing Rule is not yet published. Key Feature High-performing airport operations : Overall, the deployment of Airport Cooperative Decision-Making (A-CDM), and Advanced Surface Movement Control and Guidance System (A-SMGCS Levels 1 and 2) is progressing well. Current plans show deployments will be achieved within the entire ECAC region during the 2016-2018 period. Apart from setting up building blocks for the future, these improvements are expected to bring initial significant performance benefits both at local and network level. Furthermore, in line with the PCP scope, a new Implementation Objective has been added to introduce the concept of Automated Assistance to Controller for Surface Movement Planning and Routing. Key Feature Enabling infrastructure : Beyond the Interoperability operational changes that are related to the seven interoperability Implementing Regulations (8,33 khz air-ground voice channel spacing, Ground-ground automated co-ordination processes, Common flight message transfer protocol, Aeronautical data and information quality, Aircraft identification, Surveillance performance and interoperability, Air-ground data link services above Flight Level 285), two new Implementation Objectives, based on the Business-to-Business (B2B) services (Yellow TI Profile and Blue TI profile) have been integrated in order to cover the initial SWIM deployment in line with the PCP requirements. What is next? Towards the Master Plan Implementation Plan Edition 2017 This 2016 Master Plan Implementation Plan provides an updated overview on the SESAR baseline and integrates the Implementation Objectives that are expected to be deployed within the next 5 to 8 years. Building on this, it is already anticipated that the 2017 Edition will reflect more comprehensively the outcomes of SESAR 1. This will result in the proposed inclusion of a number of new Implementation Objectives for mature and performing SESAR Solutions. ii

TABLE OF CONTENTS EXECUTIVE SUMMARY i 1. INTRODUCTION 1 2. STRATEGIC VIEW 5 Optimised ATM Network Services 6 Advanced Air Traffic Services 8 High Performing Airport Operations 10 Enabling Aviation Infrastructure 12 3. DEPLOYMENT VIEW 15 Optimised ATM Network Services 17 Advanced Air Traffic Services 41 High Performing Airport Operations 65 Enabling Aviation Infrastructure 85 ANNEXES Annex A - Implementation Objectives Deployment Views Index 113 Annex B - Links between Implementation Objectives and Families of the Deployment Programme 2016 115 Annex C - Mapping between Implementation Objectives and ICAO Aviation System Block Upgrades ASBUs 117 Annex D - Substantial changes since previous Edition 119 Annex E - Applicability to Airports 121 Annex F - Definitions and Terminology 127 Annex G - Acronyms and Abbreviations 130

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1. INTRODUCTION This Implementation Plan constitutes the Implementation view or Level 3 of the European ATM Master Plan (MP) and is connected to the 2 other levels, namely Level 2, Planning and Architecture view and Level 1 Executive view (see figure 1 below). The ATM Master Plan Level 3 Implementation Plan 1 brings together and provides the framework for the commonly agreed actions to be taken by ECAC States, in the context of the implementation of SESAR. These actions are consolidated in the form of Implementation Objectives. The Implementation Objectives set out the operational, technical and institutional improvements to contribute to meet the performance requirements for the key performance areas (KPAs) costefficiency, operational efficiency, capacity, environment, safety and security 2, as defined in the ATM Master Plan Level 1. They also reflect the outcomes from the Planning and Architecture level (Level 2) in considering the integration of operational changes, which have reached the necessary operational and technical maturity, and are supported by a positive business case as well as a common agreement for their deployment. The MP Level 3 Implementation Plan is updated every year and takes into account the status of the deployment by integrating relevant elements from reporting processes also described in the MP Level 3 Implementation Report. Figure 1: The three Levels of the European ATM Master Plan This year s edition of the Implementation Plan incorporates the outcome of the 2015 Master Plan update campaign. It has been developed in close cooperation with the SEAR Deployment Manager (SDM) to ensure the alignment to the maximum extend with the Deployment Programme 2016. This year, a new layout and an enhanced structure of the document better reflecting the alignment between all three MP levels is proposed. This MP Level 3 Implementation Plan is composed of three different views: Strategic view presents the operational changes included in the Plan for each of the SESAR Key Features defined in the MP Level 1. Deployment view gives a summary of the main elements (what, who, when, where, references) concerning the operational change per Implementation Objective. Engineering view provides a complete description of each Implementation Objective including detailed descriptions of stakeholder lines of action (SLoAs) and relevant supporting material. This view is available online only, on the European ATM Master Plan Portal (https://www.eatmportal.eu/working/signin). 1 Previously known as the European Single Sky Implementation Plan (ESSIP) See Master Plan Executive View Edition 2015, Figure 5 page 22. 2 1

Implementation Objectives evolution This edition of the MP Level 3 Implementation Plan takes into account the Pilot Common Project (PCP) Regulation (EU) No 716/2014 and the Deployment Programme 2016 (DP 2016) developed by the SDM. Coordination between the SDM and the SJU has been done by identifying links between the Master Plan Implementation Objectives and the DP2016 Families, while acknowledging the different nature and scope of the two documents. A total of 11 new Implementation Objectives have been created to reflect the DP 2016 Families. As a result, the PCP-related components of the 2016 Master Plan Level 3 are now globally aligned with the Deployment Programme. Only three Implementation Objectives are slightly different from the corresponding families; in particular, the final operational capability (FOC) dates are different. This is mainly due to the Deployment Programme s goal to define a packaged deployment sequence for the PCP (F2.1.1 Initial DMAN and F2.1.3 Basic A-CDM) and to the fact that the DP Families have a broader scope of functionalities than the corresponding Implementation Objective (F2.2.1 ASMGCS L1&2). One additional Implementation Objective, the enhanced ATFM slot swapping (SESAR Solution #56 Release 4) has been introduced as a result the outcome of the validation work on SESAR Solutions, showing a globally positive business case and supported by the operational stakeholders concerned (Network Manager and civil airspace users). Strategic view The long-term vision of the SESAR project is enabled through the effective sharing of information between air and ground actors across the Network from a gate-to-gate perspective along with the optimisation of the enabling technical infrastructure, making greater use of standardised and interoperable systems, with advanced automation ensuring a more cost-efficient and performancebased service provision. The Strategic view presents the improvements achieved during the pre-sesar phase, the operational changes brought by the PCP Regulation, and gives an indication of what is in the pipeline for deployment, including those improvements coming from the mature and performing SESAR Solutions in SESAR Releases 3 1 to 4. The view presents these improvements according to the four Key Features of the Master Plan Level 1: Optimised ATM network services Advanced air traffic services High-performing airport operations Enabling aviation infrastructure Deployment view This view is also organised per Key Feature and provides an overview of the operational changes and the associated Implementation Objectives. Each Implementation Objective is then described in a more detailed deployment view answering: What: providing a brief description of the improvement to be implemented; Why: detailing the performance benefits brought by the Objective; Who: listing the ATM stakeholders involved in its implementation; When: presenting agreed timelines; Where: setting the geographical scope for implementation; 3 SESAR Releases represent the mechanism used to validate the work of SESAR technological and operational projects in order to establish their readiness for industrialisation and subsequent deployment. 2

How: breaking down the actions to be taken by each stakeholder. In addition, for each Objective a preview is given of the reported implementation progress, and some additional information like applicable legislation, links to ICAO Aviation Systems Block Upgrades (ASBUs), the Families of the DP 2016 or supporting guidance material. The progress status for each Objective comes from the Master Plan Level 3 2015 Implementation Report and described in the following terms: On Time: implementation progress is on time and no delays are expected; Risk of delay: the estimated achievement date is in line with the FOC date, but there are risks which could jeopardise timely implementation of the Implementation objective; Planned delay: the estimated achievement date is beyond the FOC date. Stakeholders already envisage delays the implementation. FOC date is still in the future, some corrective measures can still be taken to achieve the objective in line with its FOC date; Late: the estimated achievement date is beyond the FOC date and the FOC date is already past; New: refers to new implementation objectives introduced in this edition of the MP Level 3 Implementation Plan; Completion rate (end 2015): refers to the percentage of States/airports that have reported the objective as completed (cf. LSSIP 4 2015). Estimated achievement: the date of estimated achievement is calculated as the year when the objective s implementation is 80% completed in the applicability area. 4 Local Single Sky ImPlementation (LSSIP) ECAC-wide EUROCONTROL reporting process on Single European Sky ATM changes. 3

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2.STRATEGIC VIEW 5

Optimised ATM Network Services An optimised ATM network must be robust and resilient to a whole range of disruptions, including weather disruption. It also relies on having a dynamic, on line, collaborative mechanism, allowing for an updated, consistent and accurate plan that provides reference information for all planning and executing ATM actors. This feature includes activities in the areas of advanced airspace management, advanced dynamic capacity balancing and optimised airspace user operations, as well as optimised ATM network management through a fully integrated network operations plan (NOP) and airport operations plans (AOPs) using SWIM. The SESAR vision is supported by a set of network operational drivers, which form part of the Network Concept of Operations, whose main purpose is to support airspace users, airport operators and ANSPs in meeting their business objectives by increasing cost efficiency through improved network performance, notably capacity and flight efficiency. These drivers address: - Simplified and flexible airspace structure, enabling maximum deployment of free routing, which is required to meet the flight efficiency and environment performance objectives. - Proactive and dynamic capacity management, required to balance capacity with demand in a timely and efficient manner, benefiting from flexible airspace structures, and thus helping to avoid delays and continue to improve flight efficiency. - Focused air traffic flow and capacity management (ATFCM) measures, optimising the delivery of traffic into sectors and airports. - Predictability of network events and their impact, thereby reducing uncertainty and improving operational performance. - ATM de-fragmentation, allowing a network approach to performance optimisation. These drivers are consolidated in the Network Strategy Plan (NSP) and are being implemented at operational level through the network operation plan (NOP) and reflected in the European ATM Master Plan (MP) Level 3. In the pre-sesar phase the MP Level 3 focused on the set-up of the network followed by the deeper integration of stakeholders through exchanges of information for better consistency and predictability. An important milestone was reached in 2015 with the implementation of enhanced tactical flow management services aimed at exchanging data with the Network Manager (NM) as well as at informing the NM about real-time aircraft positons [FCM01]. The pre-sesar phase also includes the deployment of: - Improved collaborative flight planning, increasing the agility of the overall system [FCM03]; - An interactive rolling NOP supported by appropriate tools, allowing amongst others, for changes to airspace to be uploaded and shared with users in real-time [FCM05]; - Better civil/military airspace and aeronautical data coordination through the availability of airspace management support tools, flexible use of airspace and promotion of the harmonisation of procedures amongst military stakeholders [AOM19.1]; - Initial short term ATFCM measures, based on procedures [FCM04.1]. 6

This foundation will be further improved by the implementation of the PCP Regulation through two main functionalities: - Flexible airspace management and free route - Network collaborative management ATM FUNCTIONALITY 3 Flexible airspace management and free route s-af3.1 Airspace management and advanced flexible use of airspace s-af3.2 Free route (direct and free routing) PCP-RELATED FUNCTIONALITIES ATM FUNCTIONALITY 4 Network collaborative management s-af4.1 Enhanced short term ATFCM measures s-af4.2 Collaborative NOP s-af4.3 Calculated take-off time to target times for ATFCM purposes s-af4.4 Automated support for traffic complexity assessment The functionalities related to the airspace management (ASM) and the advanced flexible use of airspace (A-FUA) provide the possibility to manage the airspace more flexibly in response to airspace users requirements and expectations [AOM19.2]. Moreover they ensure that information related to airspace status is shared across all concerned stakeholders [AOM19.3]. The overall objective is to support the airspace users to fly as closely as possible to their preferred trajectories, in a free route environment (as described in the Advanced air traffic services Key Feature). The network collaborative management (NCM) functionalities improve the performance of European ATM through enhanced exchange of flight plan and trajectory information [FCM03, FCM05] between all involved actors and through integration of information coming from the airport operations plans [FCM05]. The NCM functionalities also lead to an improved air traffic flow and capacity management (ATFCM) through tactical capacity management [FCM04.2], flow management at the point of congestion rather than at departure [FCM07] as well as to better prediction of traffic complexity and traffic overloads [FCM06]. New feature One additional objective, derived from the mature and performing SESAR Solutions in SESAR Releases 1 to 4, has been included in the Plan: - Enhanced ATFM Slot Swapping, Solution #56 from Release 4 [FCM09] as a first step towards implementation of User-driven prioritisation process (UDPP). In the pipeline towards deployment is User-driven prioritisation process (UDPP) (Solution #57) which will provide to airlines an efficient way to mitigate the cost of delays by prioritising the flights according to their cost sensitivity. 7

Advanced Air Traffic Services The future European ATM system is characterised by advanced service provision, underpinned by the automated tools to support controllers in routine tasks. The feature reflects this move towards automation with activities addressing enhanced arrivals and departures, separation management, enhanced air and ground safety nets and trajectory and performance-based free routing. This Key Feature addresses multiple operating environments and phases of flight aiming at improving the operational efficiency through: - Increased automation and systems support tools; - Seamless exchange of information and coordination between air traffic control units; - New procedures and airspace design capitalising on the improved navigation capabilities of aircraft; - Empowering the airspace users and enabling them to fly as close as possible to their preferred trajectories. Climb phase Phases of Flight The flights benefit from a more efficient airspace structure in terminal areas due to the implementation of performance-based navigation (PBN) via area navigation 1 (RNAV-1) [NAV03]. The climb phase continues in an airspace with an optimised route structure which leads into the free route airspace at Flight Level 310 and above. Cruise phase Cruising aircraft will be able to fly as close as possible to their preferred trajectories using collaborative airspace management and advanced FUA concepts. Moreover the implementation of direct routing by 2018 [AOM21.1] paves the way for free route Airspace [AOM21.2]. At the same time, in airspace where a fixed route structure is kept, the operational efficiency will be improved through a better airspace design taking into account the required navigation performance (RNP) capabilities of the aircraft [NAV03]. Descent phase - The arrival management (AMAN) information is expected to be transmitted to the upstream enroute sectors, providing an enhanced arrival sequence and allowing for the smoother accommodation of AMAN constraints. Basic AMAN [ATC07.1] is currently implemented in 17 airports and is supported by the exchange of information with neighbouring area control centres (ACCs) [ATC15.1] to optimise the approach 8

sequence. Further extension to the en-route phase [ATC15.2], as required by the PCP Regulation, is expected to be implemented by end 2023. - PBN deployment in terminal areas also allows for an enhanced design of approach procedures. In addition, in order to improve safety, approach procedures with vertical guidance [NAV10] are currently fully or partially implemented in 17 States. - Continuous descent operations [ENV01] are also widely implemented (43 airports) bringing significant environmental benefits. System Support The implementation of these operational changes is supported by tools increasing the automation of controllers tasks and operational efficiency while maintaining a high level of safety. These tools: provide an environment where the exchange of data for notification, coordination and transfer of flights is performed in a seamless and automated way [ATC17], support the controller in conflict detection and resolution [ATC12.1], enhance the effectiveness of the safety nets through more precise algorithms and integration of airborne data [ATC02.8]. A solid baseline is being put in place. It is already available or will be available shortly (2017-2019) providing the foundation for the more advanced elements described in the Key Feature. Through the implementation of the PCP Regulation, new functionalities are expected to be deployed within the 2021-2023 timeframe. PCP-RELATED FUNCTIONALITIES ATM FUNCTIONALITY 1 Extended arrival management and performancebased navigation in high density terminal manoeuvering area s-af1.1 AMAN extended to en-route airspace s-af1.2 Enhanced terminal airspace using RNP-based operation ATM FUNCTIONALITY 3 Flexible airspace management and free route s-af3.2 Free route (Direct and free routing) In the pipeline towards deployment are Operational Changes such as multi-sector planner (Solution #63), as a first step towards sector team operations, remote tower (Solutions #52 and 71), advanced RNP (Solution #10), AMAN/DMAN integration including multiple airports (Solutions #08 and 54) and trajectory-based tools (Solution # 19). 9

High Performing Airport Operations This Key Feature aims at a full integration of airports as nodes into the network. This implies enhanced airport operations, ensuring a seamless process through collaborative decision-making (CDM). In this context, it addresses the enhancement of runway throughput, integrated surface management supporting performant and efficient operations, airport safety nets and total airport management. The pre-sesar phase provided the basis for the implementation of SESAR concepts including: - Local collaboration: Make the airport an interactive environment at local level, where information is shared and decisions are taken in a collaborative manner in terms of operations (Airport CDM) but also in terms of safety (Local runway safety teams) and environmental aspects (Collaborative environmental management). - First link to the network: Connect the airport to the Network through the exchange of information with the Network Manager to collaboratively manage flight updates (Airport CDM). - Improved surface management using advanced surface movement, guidance and control systems (A-SMGCS) which also are the basis for the future implementation of airport safety nets. - Improve runway throughput introducing capacity assessment and planning tools, improved predeparture sequencing by applying CDM principles, enhanced procedures for operations in low visibility conditions and reduced separations for arrivals in crosswind conditions. Although some of these elements are progressing slower than initially planned (A-CDM, A-SMGCS Level 1) overall their deployment is moving forward: current plans show that deployment will be achieved within the entire ECAC region during the 2016-2018 period. In addition to setting up the building blocks for the future, these improvements are expected to bring initial significant performance benefits both at local and network level. For instance, A-CDM [AOP05] is now implemented in 17 airports and a recent study shows that the savings generated in these airports compared to the pre-cdm situation amount to a yearly reduction of 7.7% of fuel burn (EUR 26.7 million) and emissions during ENVIRONMENT Environmental aspects are of special significance in the airport environment where dialogue with the local community and authorities is essential. Collaborative environmental management (CEM) [ENV02] provides a forum to address environmental issues and reach commonly agreed solutions. It has been already implemented in 35 airports and is planned in another 12. Continuous descent operations (CDO) [ENV01] bring significant environmental benefits reducing noise and emissions. CDOs are now implemented in 43 airports and are planned in 16 more by 2017.Further benefits of the CDO concept are offered in a PBN environment. ground operations, reduction of 10.3% of ATFM delay (EUR 15.5 million) and of 7% of taxi time. The extended implementation of A-SMGCS Levels 1 and 2 [AOP04.1 and AOP04.2] in 20 European airports is another example. A-SMGCS provides the controllers with an improved situational awareness. Benefits from its implementation are usually associated with low visibility conditions (maintained throughput) but significant improvements in terms of airport capacity can also be achieved under good visibility conditions (reduced taxi times). 10

The PCP Regulation builds on this pre-sesar baseline and sets up changes foreseen up to 2023 with a focus on operational efficiency. Specifically, it: - proposes the evolution of airport CDM into airport operations plan (AOP) dynamically connecting the airport operator, ANSP and airline operations centre [AOP11]; - further integrates the airport with the network connecting the AOP with NOP [FCM05]; - provides air traffic control (ATC) with enhanced support tools for an optimised surface management [AOP13]; - improves integration between airport ATC tools [AOP13]; - introduces the concept of time-based separation for final approach operations [AOP10]. Implementation of these functionalities is mostly in the early stages across the applicability area. PCP RELATED FUNCTIONALITIES ATM FUNCTIONALITY 2 Airport integration and throughput s-af2.1 Departure manager (DMAN) synchronised with pre-departure sequencing s-af2.2 DMAN integrating surface management constraints s-af2.3 Time-based separation for final approach s-af2.4 Automated assistance to controller for surface movement planning and routing s-af2.5 Airport safety nets ATM FUNCTIONALITY 4 Network collaborative management s-af4.2 Collaborative NOP integrating AOP A full list of airports concerned by the different implementation objectives can be found in Annex E to this document. In the pipeline towards deployment are Operational Changes such as remote tower (Solutions #52 and 71), low visibility procedures using GBAS (Solution #55), further integration of the landside with the ATM network (Solutions #21 and 61), provision of assistance to vehicles and to the flight crew by means of taxiway lighting (Solution #47) and use of datalink between tower and crews (Solution #23). SAFETY Airport safety improvements are addressed from two complementary perspectives in the Implementation Plan: The deployment of tools for controllers providing enhanced situational awareness (A-SMGCS Level 1 &2 covered by AOP04.1 and AOP04.2) and safety nets to detect risks of collision and intrusion into restricted areas and generate alerts [AOP12]. The set-up of a collaborative approach including Local Runway Safety Teams where safety issues can be openly discussed and common solutions agreed upon. Both have contributed to the successful implementation in 2015 of the Action Plan for the Prevention of Runway Incursions [AOP03], followed by the Plan addressing runway excursions now under implementation [SAF11]. 11

Enabling Aviation Infrastructure This Key Feature underpins the enhancements described in the other three key features. The goal is to achieve an advanced, integrated and rationalised aviation infrastructure, providing the required technical capabilities, including appropriate levels of cybersecurity, in a resource-efficient manner. Communications, navigation and surveillance (CNS) systems, SWIM, trajectory management, common support services and the evolving role of the human will be considered in a coordinated way for application across the ATM system in a globally interoperable and harmonised manner. The pre-sesar phase focused on ensuring system-wide interoperability and providing additional means of navigation and surveillance to allow future rationalisation of the aviation infrastructure. This included the following improvements: - Moving to a high quality digital data environment: Migrating aeronautical information to a digital environment (e.g. eaip, EAD), implementing electronic terrain obstacle data; while establishing strict requirements to ensure the quality of the entire aeronautical data chain. - Common information exchange models and protocols to ensure interoperability, e.g. Aeronautical information exchange model, common ground-ground coordination processes (e.g. OLDI). - Migrating aeronautical communications to the Internet Protocol (IP) with the Pan-European Network Service (PENS) providing a common IP-based network service across the European region. - Deploying additional means of navigation and surveillance to enable satellite-based navigation (GBAS, SBAS) and extending the use of automatic dependent surveillance - broadcast (ADS-B) and wide area multilateration as surveillance means. The related Implementation Objectives are largely implemented and current plans show that they should be achieved within the entire ECAC region during the 2016-2018 period. In the pre-sesar phase it was also foreseen to deploy the necessary infrastructure to support air-ground data link services for ATM. This, however, has run into a number of difficulties, which are further explained overleaf. The PCP Regulation sets up changes foreseen in the period up to 2023, with a focus on moving to a SWIM (System Wide Information Management) environment and extending the use of data-link services to enable initial trajectory information sharing (i4d). These changes are fully in line with ICAO s Global Air Navigation Plan (GANP), in particular with the concepts of flight and flow information for a collaborative environment (FF-ICE), SWIM and integrated meteorological information, thus ensuring global interoperability. PCP-RELATED FUNCTIONALITIES ATM FUNCTIONALITY 5 Initial system wide information management (SWIM) s-af5.1 Common infrastructure components s-af5.2 SWIM technical infrastructure and profiles s-af5.3 Aeronautical information exchange s-af5.4 Meteorological information exchange s-af5.5 Cooperative network information exchange ATM FUNCTIONALITY 6 Initial trajectory information sharing s-af6.1 Initial trajectory information sharing (i4d) In the pipeline towards deployment are Operational Changes such as CNS rationalisation and the extension of trajectory management with business trajectory and mission trajectory information sharing. With the focus on digital data and interconnected/interoperable systems and the future implementation of SWIM, a harmonised, robust approach for cybersecurity of aeronautical communications and services is a growing need. SWIM places a special emphasis in developing the necessary requirements early enough to ensure the common IT service management principles and cybersecurity architecture are applied. This should be an opportunity to extend the experience acquired through SWIM to the wider ATM framework. 12

INTEROPERABILITY The publication of the Interoperability Regulation (No 552/2004) set up one of the main pillars of the SES initiative aiming to ensure the interoperability of European ATM. It was followed by a number of Implementing Regulations to realise concrete interoperability improvements. Together these improvements create the infrastructure baseline for the deployment of SESAR improvements. Six Implementation Objectives are included in this edition of the Plan with an additional two classified as having been achieved : - 8,33 khz air-ground voice channel spacing [ITY-AGVCS2 - Regulation (EU) No 1079/2012] The objective is a successor of objective ITY-AGVCS (achieved in 2011) and covers the implementation of 8,33 khz channel spacing below FL195. Its implementation is progressing well towards the deadline of frequency conversions by December 2018. - Ground-ground automated co-ordination processes [ITY-COTR - Regulation (EC) No 1032/2006] The objective, which covers the mandatory processes for coordination and transfer of flights between ATC units, was achieved in 2015. - Common flight message transfer protocol [ITY-FMTP - Regulation (EC) No 633/2007] It requires the use of the internet protocol for information exchanges in support of coordination and transfer. It is already implemented in 30 States and is expected to be fully deployed in the ECAC area by end 2016. - Aeronautical data and information quality [ITY-ADQ - Regulation (EU) No 73/2010] The requirements are proving challenging for most stakeholders and delays are foreseen. The ITY-ADQ objective will be reviewed in the context of a new regulation that is in preparation by EASA. - Aircraft identification [ITY-ACID - Regulation (EU) No 1206/2011] The objective covers the requirement of ANSPs to implement the use of the downlinked aircraft identification feature by January 2020. Implementation is progressing within the agreed timelines. - Surveillance performance and interoperability [ITY-SPI - Regulation (EU) No 1207/2011] Its goal is to establish performance, interoperability, spectrum protection and safety requirements for surveillance. In addition, aircraft operators shall ensure that aircraft operating IFR/GAT comply with the applicable surveillance equipment requirements. Some delays have been reported for the 2015 milestone but the timeline is expected to be back on track in 2016. The ITY-SPI objective will be reviewed in the context of a new regulation that is in preparation by EASA. - Air-ground datalink services above Flight Level 285 [ITY-AGDL - Regulations (EC) No 29/2009, 30/2009 and (EU) No 310/2015] The implementation of datalink services was initially foreseen for 2015 using VDL (VHF Datalink) Mode 2 technology. However, numerous technical issues causing unacceptable levels of provider aborts led the European Commission to take a number of actions: o o Regulation (EU) No 310/2015 was enacted postponing implementation to February 2018 in order to provide additional time to investigate and find a suitable solution; EASA produced in 2014 a report with a ten-point action plan to enable an informed decision on the future of the technology; o The SJU was then tasked to launch a second study (known as the ELSA Consortium study) addressing EASA s recommendations aiming at further analysing the experienced issues and defining potential technical solutions. The project started in February 2015 and is due to deliver the final report mid-2016. The results of the ELSA study will be incorporated in the associated Implementation Objective [ITY-AGDL]. 13

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3.DEPLOYMENT VIEW 15

Pre-SESAR PCP New Essential Operational Changes / Operational Changes ATFM slot exchange Civil/military airspace and aeronautical data coordination AOM19.1-ASM support tools to support A- FUA Basic network operations planning FCM03-Collaborative flight planning FCM05-Interactive rolling NOP STAM FCM04.1-STAM Phase 1 Additional Objectives: AOM13.1-Harmonise OAT and GAT handling ASM and A-FUA AOM19.1-ASM support tools to support A-FUA AOM19.2-ASM Management of real time airspace data AOM19.3-Full rolling ASM/ATFCM process and ASM information sharing Automated support for traffic complexity assessment FCM06-Traffic complexity assessment Collaborative NOP FCM05-Interactive rolling NOP CTOT to TTA for ATFCM purposes FCM07-Calculated Take-off Time (CTOT) to Target Times for ATFCM purposes Enhanced STAM FCM04.2-STAM Phase 2 Free route AOM21.1-Direct Routing AOM21.2-Free Route Airspace UDPP FCM09-Enhanced ATFM slot swapping Basic AMAN ATC07.1-AMAN tools and procedures ATC15.1-Implement, in en-route operations, information exchange mechanisms, tools and procedures in support of basic AMAN Introduction of PRNAV NAV03-RNAV 1 NAV10-APV procedures Provision of ATSA-AIRB Additional Objectives: ATC02.8-Ground-based Safety Nets ATC17-Electronic dialogue as automated assistance to controller during coordination and transfer ENV01-Continuous Descent Operations AMAN extended to en-route airspace ATC15.2-Arrival Management extended to en-route airspace Enhanced TMA using RNP-based operations NAV03-RNAV 1 Free route AOM21.1-Direct Routing AOM21.2-Free Route Airspace ATC12.1-Automated support for conflict detection, resolution support information and conformance monitoring Advanced RNP AMAN/DMAN integration including multiple airports Trajectory-based tools Sector team operation Remote Tower Enhanced Safety Nets Airborne Separation Assistance System (ASAS) spacing Controlled Time of Arrival (CTA) Initial airport CDM AOP05-Airport CDM A-SMGCS L1 and L2 AOP04.1-A-SMGCS L1 AOP04.2-A-SMGCS L2 Crosswind reduced separations for arrivals Operations in LVC Additional Objectives: ENV01-Continuous Descent Operations ENV02-Airport Collaborative Environmental Management SAF11-Improve runway safety by preventing runway excursions Airport operations plan AOP11-Initial Airport Operations Plan Automated assistance to controller for surface movement planning and routing AOP13-Automated assistance to controller for surface movement planning and routing Airport safety nets AOP12-Improve runway and airfield safety with ATC clearances monitoring DMAN synchronised with pre-departure sequencing DMAN integrating surface management constraints TBS for final approach AOP10-Time-Based Separation LVPs using GBAS Collaborative airport Integrated surface management Integrated surface management datalink Ground Situational Awareness Enhanced Airport Safety Nets Airport Safety Nets Vehicles Approach & Departure Separations IP network ITY-FMTP-Common Flight Message Transfer Protocol B2B services Information reference and exchange models INF07-Electronic Terrain and Obstacle Data ITY-ADQ-Aeronautical Data Quality A/G datalink ITY-AGDL-Initial A/G data link services ADS-B, WAM ITY-ACID-Aircraft identification ITY-SPI-Surveillance performance and interoperability GNSS, GBAS, SBAS Additional Objectives: COM10-Migrate from AFTN to AMHS COM11-Voice over IP ITY-AGVCS2-8,33KHz below FL195 Common Infrastructure Components: SWIM registry, PKI INF08.1-Initial SWIM - Yellow TI Profile SWIM technical infrastructure and profiles INF08.1-Initial SWIM - Yellow TI Profile Aeronautical information exchange INF08.1-Initial SWIM - Yellow TI Profile Meteorological information exchange INF08.1-Initial SWIM - Yellow TI Profile Cooperative network information exchange INF08.1-Initial SWIM - Yellow TI Profile Flight information exchange INF08.1-Initial SWIM - Yellow TI Profile INF08.2-Initial SWIM - Blue TI Profile Initial trajectory information sharing (i4d) FCM08-Extended Flight Plan Additional objectives: COM12-NewPENS CNS rationalisation Information sharing and business trajectory Mission trajectory Digital Integrated Briefing 16

OptimisedATM network services Years <15 15 16 17 18 19 20 21 22 23 24 25 AOM13.1 - Harmonise OAT and GAT handling AOM19.1 - ASM support tools to support A-FUA AOM19.2 - ASM Management of real-time airspace data AOM19.3 - Full rolling ASM/ATFCM process and ASM information sharing AOM21.1 - Direct Routing (*) AOM21.2 - Free Route Airspace (*) FCM03 - Collaborative flight planning FCM04.1 - STAM Phase 1 FCM04.2 - STAM Phase 2 FCM05 - Interactive rolling NOP FCM06 - Traffic complexity assessment FCM07 - Calculated Take-off Time (CTOT) to Target Times for ATFCM purposes FCM09 - Enhanced ATFM slot swapping (*) These objectives are described in the section addressing Advanced Air Traffic Services The Objective codes in the MPL3 appearing in this section refer to: AOM Airspace Organisation and Management FCM Flow and Capacity Management A full definition of all acronyms can be found in Annex G. 17

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What AOM13.1 - Harmonise OAT and GAT handling This objective aims at ensuring that the principles, rules and procedures for handling Operational Air Traffic (OAT) and General Air Traffic (GAT) are commonly applied to the maximum possible extent within ECAC airspace. Harmonisedrules are set in the EUROCONTROL Specifications for harmonized Rules for OAT under Instrument Flight Rules (IFR) inside controlled Airspace (EUROAT). OAT means all flights, which do not comply with the provisions stated for GAT and for which rules and procedures have been specified by appropriate national authorities. GAT means all movements of aircraft carried out in conformity with ICAO procedures. SESAR Key Feature: OI Steps & Enablers: Level 3 Dependencies: EATMN Systems Impacted: Applicable regulations & standards Benefits Optimised ATM Network Services AOM-0301, AAMS-10a, AIMS-19b No dependencies ASM, AIS -Regulation (EC) No 2150/2005 on common rules for the flexible use of airspace - Regulation (EU) No 805/2011 on detailed rules for ATCO licenses and certain certificates pursuant to Regulation (EC) No 216/2008 Safety Less risk of error through the use of common rules and procedures for OAT handling and for OAT/GAT interface. Operational Efficiency Increased efficiency of civil-military operations through the use of harmonised procedures at pan-european level. Security Increased through robust pan-european OAT provisions and structures to effectively support national and multinational military operations. When FOC: 31/12/2018 Who Stakeholders: - Regulators -ANSPs -Military Where Applicability Area: All ECAC States except Albania, Latvia, Luxembourg, Maastricht UAC, Malta and Moldova. Status Completion Rate (end 2015): 19% Estimated achievement: 12/2018 References On Time EUROCONTROL - Specifications for harmonized Rules for OAT under Instrument Flight Rules (IFR) inside controlled Airspace of the ECAC Area (EUROAT) 19

Regulatory Lines of Action: REG01 Revise national legislation as required 31/12/2018 - Perform conformance analysis between existing rules and the EUROAT specification and determine, changes of regulatory material, where necessary. - Develop and enact national regulations and rules pertinent to this specification. ANSPs Lines of Action: ASP01 Apply common principles, rules and procedures for OAT handling and OAT/GAT interface 31/12/2018 ASP02 Train staff as necessary 31/12/2018 - Train ATCOs in the provision of ATS to OAT-IFR flights including the new procedures introduced by the implementation of this objective. Military Lines of Action: MIL01 Apply common principles, rules and procedures for OAT handling and OAT/GAT interface 31/12/2018 MIL02 Provide feedback on result of conformance analysis between national rules to EUROAT 31/12/2012 - Provide EUROCONTROL with a national Point Of Contact (POC) and a distribution list for the dissemination of EUROAT specification. MIL04 Migrate military aeronautical information to EAD 31/12/2015 Changes to the Objective since previous Edition: Albania, Latvia, Luxembourg, Maastricht UAC, Malta and Moldova removed from the Applicability Area as reported in the States LSSIPs for 2015. 20

What AOM19.1 ASM tools to support A-FUA Deploy Airspace Management (ASM) support tools and their interoperability with the Network Management s systems to support Advanced FUA (A-FUA) by managing airspace reservations resulting from civil-military co-ordination, more flexibly according to airspace users needs. These tools enable improved ASM processes at strategic, pre-tactical and tactical levels, they support dynamic and flexible sector configurations and are capable of sharing real-time airspace status and possibly provide data for impact assessment of airspace configurations. This objective is an enabler for AOM19.2 and AOM19.3. SESAR Key Feature: Essential Operational Change / PCP: DP Families: OI Steps & Enablers: Level 3 Dependencies: EATMN Systems Impacted: Optimised ATM Network Services S-AF3.1 Airspace Management and Advanced FUA 3.1.1 ASM Tool to support AFUA AOM-0202, AOM-0202-A No dependencies ASM When FOC: 31/12/2018 Who Stakeholders: -ANSPs - Network Manager Where Applicability Area: All ECAC States except Armenia, FYROM, Malta, Luxembourg, and Moldova Applicable regulations & standards - Regulation (EC) 2150/2005 - Implementation and Application FUA - Regulation (EU) 716/2014 - Establishment of the Pilot Common Project Benefits Capacity Increased through better utilisationof airspace resources within and across airspace boundaries leading to reduction of flight delays. Operational efficiency Increased through the availability of more optimum routes/trajectories allowing lower fuel burn. Safety Improved through a shared real-time airspace status display and enhanced, common situational awareness of all players. Status* Completion Rate (end 2015): 36% Estimated achievement: 31/12/2016 *On the basis of relevant SLoAs of predecessor AOM19 References On Time ICAO ASBU: B0-FRTO Improved Operations through Enhanced En-Route Trajectories B1-FRTO Improved Operations through Optimized ATS Routing B1-NOPS Enhanced Flow Performance through Network Operational Planning 21

ANSPs Lines of Action: ASP01 Deploy automated ASM support systems 31/12/2018 - Deploy ASM support systems (LARA or locally developed ones) to support the local or sub-regional airspace planning and allocation (without interface with NM - covered by ASP02) ASP02 Implement interoperability of local ASM support system with NM system 31/12/2018 - Adapt local ASM support systems to make them interoperable with NM system. -Conclude a Letter of Agreement (LoA) with NM. ASP03 Improve planning and allocation of airspace booking 31/12/2018 - Improve planning and allocation of reserved/segregated airspace at pre-tactical ASM level 2 by: - Planning reserved/segregated airspace utilization in accordance with actual need; - Releasing reserved/segregated non used airspace as soon as activity stops; - Utilizing reserved/segregated airspace that has not been planned in Airspace Use Plan (AUP). - This should be enabled by the measurement of FUA Indicators. Network Manager Lines of Action: NM01 Integrate local ASM support systems with NM systems 31/12/2018 - Integrate the local automated ASM support systems with NM systems. - Conclude LoA with ANSPs. Changes to the Objective since previous Edition: - This Objective is an evolution of the former Objective AOM19 on the implementation of Advanced Airspace Management which has now been replaced by three successor objectives: AOM19.1, AOM19.2 and AOM19.3. -The FOC and content of this Objective has been aligned with Family 3.1.1 of the Deployment Programme 2016. -The content of the SLoAs in AOM19.1 fully correspond to the relevant SLoAs already contained in AOM19, with the caveat of the new FOC date. -A link to OI Step AOM-0202-A has been added to reflect the links with two of its required enablers. - As reported in the States LSSIPs 2015 for the three concerned SLoAs, Armenia, FYROM, Malta, Luxembourg, and Moldova have been removed from the Applicability Area. 22

What AOM19.2 ASM Management of real-time airspace data Implement enhanced Airspace Management (ASM) by automated, real-time, continuous exchange services of ASM data during the tactical phase. ASM information (Airspace Reservation status) is shared between ASM systems, civil and military ATS units/systems and communicated to NM. These data are collected, saved and processed in order to be exchanged between ASM stakeholders and be made available to ATM actors; while some airspace users are not directly involved in ASM process, they will be notified by the NM. SESAR Key Feature: Essential Operational Change / PCP: SESAR Solutions: DP Families: OI Steps & Enablers: Level 3 Dependencies: EATMN Systems Impacted: Applicable regulations & standards Benefits Optimised ATM Network Services S-AF3.1 Airspace Management and Advanced FUA Solution #31 Variable profile military reserved areas and enhanced (further automated) civilmilitary collaboration 3.1.2 - ASM Management of real time airspace data AOM-0202-A AOM19.1, AOM19.3 ASM, FDPS/SDPS & HMI - Regulation (EC) 2150/2005 - Implementation and Application FUA - Regulation (EU) 716/2014 - Establishment of the Pilot Common Project Capacity Increased through better utilisationof airspace resources within and across airspace boundaries leading to reduction of flight delays. Operational efficiency Increased through the availability of more optimum routes/trajectories allowing lower fuel burn. Safety Better knowledge of traffic environment, common situational awareness, and some enhancement through reduction in controller workload. When FOC: 31/12/2021 Who Stakeholders: -ANSPs - Airspace Users - Network Manager Where Applicability Area: All ECAC States Status Completion Rate (end 2015): n/a Estimated achievement: n/a New References ICAO ASBU: B1-FRTO Improved Operations through Optimized ATS Routing B1-NOPS Enhanced Flow Performance through Network Operational Planning EUROCONTROL : -ERNIP Part 3 -ASM Handbook - Advanced FUA Concept - Network Operations Handbook 23